Train-pipe coupling.



W. C. WHITE.

TRAIN PIPE COUPLING.

APPLICATION FILED AUG. 13, 1912 1,126,168, Patented Jan.26; 1915.

5% vendor 2&[62 Mid e.

W. 0. WHITE.

TRAIN PIPE COUPLING.

APPLICATION I'ILBD AUG. 13 m2.

1,126,,1 68. Patented Jan. 26, 1915.

u Hinesoeo I) W. 0. WHITE.

TRAIN PIPE COUPLING.

APPLICATION FILED AUG. 13. 1012.

Patented Jan. 26, 1915.

4 SHBETS-SHEET 3.

W. 0. WHITE.

TRAIN PIPE COUPLING.

AAAAAAAAAAAAAAAAA UG.13,1912. 1,126,168 Patented Jan.26, 1915.

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WALTER 0. WHITE, OF LOS ANGELES,-CALIFOR NIA.

TRAIN-PIPE coUrLrrve.

e ics.

Specification of Letters Patent.

Patented Jan. 26, 19315;

Application filed August 13, 1912. Serial No. 71%,862.

7 '0 all whom. it may concern Be it known that I, WALTER C. Wm'ra, citizen of theUnited States, residing at Los Angeles, in the county of Los Angeles and State of California, have invented certain new and useful Improvements in Train- .Pipe Couplings, of which the following is a specification.

This invention relates to automatic trainpipe couplings, and has for its object the provision of simple and efiicient mechanism whereby to adequately accommodate variations in the heights of the coupling heads in the actof coupling as well as all variations incident to the movement of the cars during travel.

A further object of the invention is to provide means whereby the coupling heads will be held inproperv alinement and engagement and whereby the escape of fluid between the coupling heads will be prevented.

The invention seeks to simplify the construction of automatic train-pipe couplers whereby the cost of manufacture will be re duced and the efliciency of the apparatus generally increased.

These stated objects, and such other objects as will incidentally appear from the description hereinafter given, are attained in such a device as is illustrated in the accompanying drawings, and the invention. consists in certain novel features which will be particularly pointed out in the claims following the description.

In the drawings :Figure 1 is a perspectire view of a coupling head embodying my present improvements; Fig. 2 is a side elevation showing two coupling heads in engagement; Fig. 3 is a horizontal section on a larger scale, taken on the line 3-3 of Fig. 2: Fig. 4 is a longitudinal vertical section 1 taken on the line H of Fig. 3; Fig. 5 is a detail sectional view of the ball joint employed in the train-pipe against the coupling head; Fig. 6 is a view similar to Fig. 4 showing a modification; Fig. 7 is a rear elevation of the coupling head as shown in Fig. 6; Fig. 8 is a detail perspective view of a member of the connection between the trainpipe and the coupling head; Fig. 9 is a detail perspective view of the hanger showing the .parts separated but in their proper I employ a hanger consisting of straps l which are disposed respectively above and below the car coupling and draw bar, as shown in Fig. 2, and are connected and secured to the said, coupling and draw bar by bolts 2' inserted through their ends, as shown and as will be readily understood. To the forward straps 1, I secure by the bolts 2 depending stirrups or Ll-shaped frames 3, and to the rear straps 1, I secure a back or'abutment plate 4 which extends transversely beneath the draw bar and is provided with openings 5 to receive the train-pipes 6, 7, and 8 and are sufficiently large to accommodate the relative movement of the pipes in coupling .or uncoupling and in rounding curves, or

incident to moving cars.

A brace 9 is rigidly secured to the under side of the draw bar to resist endwise thrust, and this brace extends forwardly through .the lower end of the abutment or back plate l. and through the stirrup or [Ll-shaped frame 3 by which its front end is supported, said front end being deflected laterally, as indicated at 10, and then extending 'forwardly, as shown at 11, to constitute a shelf for supporting the coupler head.

The coupler head 12 rests upon the shelf 11 and lateral portion 10 of the brace and its rear end wall 13 projects beyond the stirrup or frame 3, as shown most clearly in Fig. 2. The coupler head consists of'u per and lower walls extending forwardly rom the upper and lower edges of the rear end wall 13, the front edges of the said upper and lower walls being curved outwardly from the central longitudinal line of the coupler head, as shown at 14, to provide a wide flar'edhood which receives the guide arm 15 ofan opposed engaging coupler head. By this construction, the guide arm will be received in the hood notwithstanding differences in'the height of cars or lateral variations when coupling on; curves. The

; foreign matter to the interior of the head said arm 15 roi'ects laterally from the central longitudinal line of the coupler head in a direction opposite to the flared portions 14 and then extends forwardly, as shown clearly in Fig. l, the several walls or faces of the guiding arm converging so that the said armconstitutes a tapered pro ection adapted to enter between the upper and lower flared walls of an opposing head and.

plate 19 may be secured to the outer edges of the parts which would of the upper and lower walls of the coupler head, so as to prevent access of dirt or other and consequently avoid any clogging of any interfere with the successful operation of the coupler. It will be. noted, however, that whether this cover is or is not used, the outer side wall of the hood terminates short of the front end of the hood so that the heads may couple even when coming together at an extreme angle.

Disposed vertically within each coupler head, in rear of the web or post 16 and between the same and stops or ribs 20 formed on the inner surface of the upper and lower walls of the head, is an air box 21 which is provided in its inner side face with ports 22 corresponding in size and location to the respective train-pipes and having fitted around the said ports elastic gaskets 23,

which, when the coupler heads are together, will be compressed to form fluid-tight joints between the heads. llhe interior of the air box is hollow and is constructed with horizontal partitions which constitute separators between the fluids conveyed through the several train pipes. The outer faces of the air boxes will be engaged by the inner'faces of the j guide arms 15 when the two coupler heads come together and to cushion the impact of a guide arm upon an air box, I provide a spring plate 24 upon the outer wall of each air box, as clearly shown in Fig. 3. The front wall of the air box is recessed, as indicated at 25, and the end of the spring plate is turned into the said recessed portion and provided with slots 26 through which securing belts or rivets are inserted into the body of the airbox to secure the plate in position, and the rear edge of the plate is secured to and under a holding strip 27 which is secured upon the outer side of the box to hold the plate in its proper position and is so disposed as to prevent it project-- ing from the air box at such an angle as to be struck forcibly and directly by the end of the guide arm and thereby broken or bent to such an extent as to be inoperative for the purposes intended. This spring plate 2% may be composed of several leaves, if so desired, so that the requisite strength will be obtained without unnecessary Weight.

The train-pipes 6, 7 and 8 extend through the rear end wall 13 of the coupler head in the central vertical line of the same and within the coupler head they are laterally offset, as indicated at 28, so that the forward ends of the pipes may enter the rear wall of the air box. In the preferred form of the invention. the pipes are constructed in sections which are connected immediately adjacent the rear end wall of the coupler head by ball joints, shown in detail in Fig. 5, and comprising a socket 29 projecting from the rear end wall 13 of the coupler head and receiving a circumferential enlargement 30 on the end of the outer section of the pipe in which is fitted a similar smaller circum ferential enlargement 31 on the outer end of that section of the pipe which is contained within the coupler head. By this construction and arrangement of parts, I re duce the wear upon the gasket or packing 32 between the members 30 and 31 and the impact is taken up by the socket 29.

Between the rear end wall 13 of the coupler head and the abutment or back plate 4 of the hanger, the train-pipe 7, containing the air for operating the brakes, is constructed with a cylinder 33 in which plays a piston 34 formed on the end of a section of the train-pipe, said section having an annular shoulder 35 thereon which is adapted to impinge against the back plated of the hanger when the coupler heads are brought together. The cylinder 33 is constructed with an internal annular shoulder or stop 36 to limit the movement of the piston 34, as shown.

The coupler heads are placed upon theshelf 11 so as to rest thereon, and, if the two secured to the hangers but merely rest therei amass on, and the ball joint connections bctween the sections 6f the train pipes will permit free movement of the said sections relative to each other in all directions, sothat there 'will'be no binding of any of the parts.

- walls of the air boxes so as to move the said .end of the cylinder 42.

boxes positively toward each other. After the ports have been made to register the air is cut into the train-pipe 7 and will immediately flowthrough the same into the air boxes and to the angle cock on the adjoining ca r or at'the end of the line. The air will then be compressed against the piston 34 so that the said piston will be moved toward the rear end of the cylinder 33 and carry the shoulder or stop 35 against the abutment plate 1: of the hangerQthe pressure of the air then serving to holdthe coupler heads longitudinallytogether so that the ports 22 will remain in register and the devices will be held in coupled relation and willnot be liable to'be accidentally uncoupled under the shock of coupling additional'cars to the train or while thetrain is rounding sharp curves or from other causes.

lt willbe observe'd th'at thecylin'der is disposed centralh with respect to the rear end wall of the coupler, so that the pressure exerted by the fluid in the cylinder will'be transmitted equally to all parts'of the coupler head and consequently.twistingof the head relative to the oppose'd head cannot occur. The construction described simplifiesthe'coupling and 'reduc'es'the number of necessary parts to aminimum, so that the liability of the coupling to-get out of order and necessitate frequent repairs'is' obviated.

In Figs. 6, 7, and 8, I haye shown a modification of the connection "between 'the coupler head and the cy-linderby which the longitudinal disengagement of the heads is prevented. In this arrangement, insta'd of the balljoint shown in 'detailinF-ig. '5, I provide the rear end wall of the coupler head with the spaced lugs 37 having beveled opposed faces, as shown at 38, and between the said lugs is fitted'a'beveled tongue or' projection 39 secured in the forward end of a yoke 40 which is secured on the end'of the pipe 41 projecting from the forward A fiexible branch pipe 43 extends from the coupling or yoke 40 and enters the rear wall of'the coupler head throughan opening 1 L formed therein near the side of the'same. The lugs 37 and the tongue or projection 39 are-pivotally connected by a pin or bolt 45 inserted the heights of "ends of the housing and are equippe Vertically therethrou'gh, and the opening in the tcn'gue 39""sh'ould be sufliciently large to permit free play) said pivot pin or 'of the tongue 'upon the olt. Movement of the said parts freely-in all-directions is thus permitted, so that the heads may readily accommodate themselves to variations in the position of the car or ciher parts during travel or in he coupler heads when being brought together. It will be noted by this construction, also, that pressure from the cylinder &2 isdii'ected against the coupler head at the center of the same, so that the coupler "heads will "be held positivel together without any tendency to twist aterally;

To hold the coupler heads in alinement notwithstanding vertical variations of the same, I provide a centering mechanism consisting of 'a' housing 46 secured to the lower side of the coupler head and having plungers 47 arranged therein. Plunger rods 48 extend from the said plungers throu h the with yokes49 adapted to engage the sides of the stirrup or U-shaped frame 3 of the hanger. A. closely coiled-spring 50 is disposed withintheliousing between'the plungers and bears against the same so as to hold the yoke's -19 in engagement with the sides of the hanger, and the said yokes should be 'suificiently wide to permit longitudinal movement of the coupler heads under the impact of opposed heads, when couplin ltwill be readily'seen that the yokes 49 wi 1 move vertically of the hanger with the coupler heads and that, ifthecoupler head should swing't' one'side from any cause,

the spring will be compressed at that side toward whichthe'coupler head swings and will're-actfiby expansiom'to hold the head in the central line of the hanger, so that aisengagement "of *the ports cannot occur after the heads are in coupled position and before'theair isturned on. I

-From the foregoing description, it will be seen that I have provided an exceedingly simple train-pipe coupling by which variations in the heights of the heads will be accommodatedjan'dthecoupling may be ef- "f'e cted'whenthe cars are on a curve, as well as' on a straight track. The front end of the'coupling'hea'd is free from all projections which would tend to come squarely together as opposed heads approach. and thereby prevent the rapid and automatic ccupling of the heads. The air box is housed entirely within the coupler head and is practically wedge-shaped so that the air boxes of opposed coupling heads will be moved toward each other and positively held together bythe engagement therewith of the'g'uide arms.

Any convenient means may be employed Nil Y ed to engage the beveled si e of the air box or uncoupling such, for Instance, as a .raised considerably above its normal position without any liability of breaking or bending any of the parts.

What I claim is l. A train-pipe coupling comprising a .coupler head, an air box disposed therein and provided with a port in its inner side wall and having its outerside Wall beveled, and a guide arm on the cou ler head adaptin an opposed head.

2. A train-pipe coupling comprising a coupler head havinga rear wall, an air box disposed therein near the front end thereof and provided with a plurality of ports in its inner side face, train-pipes leading from the rear wall of the said air box through the vertical center of the rear. wall of the coupler head, and means for applying lon- 'gitudinal pressure to the said rear Wall of the head in the vertical plane of the trainpipes.

' 3. A train-pipe coupling comprising a coupler head having a post adjacent its front end, an ,air box disposed vertically within the coupler head immediately ad-' .jacent the said post and having its outer wall beveled, a resilient cushion secured upon the outer beveled wall of said air box, and .a uide arm formed on the coupler head an adapted to bear upon the cushion of an air box in an opposed head.

4. A train-pipe coupling comprising a coupler head having a rear wall, train-plpes entering said head through the rear wall thereof in the central vertical line thereof,

/ said pipes being composed of sections con nected by joints which permit free relative movement of the sections, and means for applying longitudinal pressure to the rear wall of the head in the plane of the trainpipes.

' A train-pipe coupling comprising a coupler head having a rear Wall, trainpipes entering the said head, a cylinder formed on one of the said train-pipes ex ternally to the head, a piston playing in said cylinder and connected to said trainpipe, and means whereby the. pressure in said cylinder may be directed centrally against the rear wall of the coupler head.

6. A trainpipe coupling comprising a coupler head havin a rear wall, an air box within the bee having lateral ports ada ted to register with sinular portsm an air ox carried by an opposed head, trainpipes entering the coupler head through the central line of the rear wall ofthe head and offset within the head to enter the air box through the rear wall of the same, and

means on one of the train-pipes to exert longitudinal pressure againstthe rear wall.

of the coupler head in the central vertical plane thereof.

7. A train-pipe coupling comprising a coupler head having a rear wall, a post disposed vertically cent the front end thereof, transverse stops within the head in rear of and s aced from the said post, a laterally movable air box mounted in the head between the said post in the said head adja and said stops, train-pipe sections extend-v ing through the rear wall of the head in the central vertical plane of the same and secured to the rear wall of the air box, and means on one of the train'pipe sections to apply longitudinal pressure to the rear,

wall of the head in the central plane of the same.

8. lhe combination of a train-pi e coupler head, a shelf extending under t e said head, a U-shaped frame passing under said,

shelf and upwardly adjacent the sides of the coupler head, an abutment plate disposed in rear of the coupler head and supporting the shelf, and train-pipes passing through the said abutment plate into the,

coupler head, one of said pipes being provided with a shoulder adapted to hear I against the said abutment plate.

9. In a train-pipe coupling, the combination of'a U-shaped hanger, a coupler head resting in'said hanger, yokes carried by the coupler head and engaging the sides of the said hanger, and means between the yokes for holding them in engagement .with the hanger.

10. In a train-pipe coupling, the combination of a hanger, a coupler head resting therein,'a housing secured to'the coupler head, plungers mounted in said housing and carrying yokes engaging the hanger, and a spring within the housing between the said plungers and bearing upon the same.

I 11. In a train-pipe coupling, the com- ,bination of a coupler head having a socket,

on its rear end, a train-pipefitting in said socket and freely movable therein, and means for applying pressure longitudinally of the train-pipe to said socket.

12.- A coupler head, train-pipe sections entering said head through the central vertical plane of the rear wall thereof, ball and socket :jointsiconnecting said trainpipe sections train-pipe coupling comprising aadjacent said rear Wall, and means for applying pressure longitudinally of the trainpipe through said joints against the head. 13. In a train-pipe coupling, a coupler head having a guide arm on one side and provided at its opposite side with a hood to receive the guide arm of an opposed engaging coupler head, said hood havin its outer side Wall. terminating short 0i its WALTER 0. WHITE. 14. 8.

Witnesses SIsLEY PETERSON, GRACE PETERSON. 

